Stealth Conversions: Project Sten Part III – S10 V8 Radiator

We have to go back a year to pick up our story on the S10 V8 conversion called Project Sten (think inexpensive WWII machine guns). In our last intrepid story (“Stuffing the Small-Block Between the Fenders,” Nov. ’11), we had managed to get the engine rebuilt and dropped into the tight engine compartment. As we’ve mentioned before, this is not a new idea. Guys like Mike Knell at Jaguars That Run (JTR) have been stuffing small-blocks in these little trucks for decades. Mike wrote a book called “Chevrolet S-10 Truck V8 Conversion Manual” (catchy title, don’t you think?) that outlines all of the details you need to pull off this v8 conversion with minimal frustration. We’re all about living hassle-free, so we got Mike’s book and dutifully followed the V8 conversion steps.

Our V8 conversion plan was a little different when it came to finally putting the power to the pavement, as we are aiming this short bed at the autocross track, where our emissions-legal lack of horsepower isn’t as much of a penalty. We think the advantages are mostly on our side, since the S-10 is shaping up to weigh less than 3,000 pounds minus driver, and because the truck is relatively short and narrow, it could be fun. Yes, we will have to face up to the reality of nearly 60 percent weight on the front tires, but we’ll deal with that unhappy fact once the truck runs. This brings us to our current story: installing the clutch, transmission, and driveshaft, and mounting the S10 V8 radiator and electric fans.

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In our last story, we mentioned we could use a 4.3L V6 radiator in its stock location, but the power-steering pump pulley hit the Maradyne twin electric fan. JTR’s book suggests using a C4 Corvette radiator placed in the forward position. This required opening the boxed upper and lower core support with a cut-off wheel. It also required a narrower aluminum radiator from a C4 Corvette. This placed the S10 V8 radiator cap underneath the core support. Rather than cut a large hole to access the cap, we opted to use a surge tank both for easy coolant fill and to eliminate trapped air. We’ll build (or buy) the tank later. Next, we mounted the Maradyne twin electric fans and wired the relays and sending units. Finally, we modified the factory alternator/power-steering pump mount for our fuel lines, resealed our old power steering pump, and installed a new tensioner pulley and belt from RockAuto. We’re gettin’ there! Hang with us, as our next installment will detail wiring the engine for EFI and building the exhaust.